S-TEC 55X Pilot Operation Handbook

Transcription

FIFTY FIVE X
D
Y
NAV
C
W
S
APR
F G
P
A
S
I
S
L
REV TRIM
ALT GS VS
VS x 100
INCR
DECR
HDG
R
S–TEC
List of Effective Pages
Page No.
* 3-7
3-11
* 4-3
* Asterisk indicates pages changed, added, or deleted by
current revision.
Issue
Apr 15, 07
Mar 15, 07
Apr 15, 07
Record of Revisions
Revision Number
st
1 Ed.
nd
2 Ed.
Retain this record in front of handbook. Upon receipt of a
revision, insert changes and complete table below.
Revision Date
Nov 08, 00
May 31, 02
3rd Ed.
Sep 30, 06
1st Rev.
Mar 15, 07
2
nd
Rev.
3rd Ed. Sep 30, 06
2nd Rev. Apr 15, 07
Insertion Date/Initials
Apr 15, 07
i
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Page Intentionally Blank
ii
3rd Ed. Sep 30, 06
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Table of Contents
Sec.
1
Overview...........................................................................................................1–1
1.1
Document Organization....................................................................1–3
1.2
Purpose..............................................................................................1–3
1.3
General Control Theory....................................................................1–3
1.4
Modes of Operation...........................................................................1–4
1.5
2
3
Pg.
1.4.1
Roll Axis Control.................................................................1–4
1.4.2
Pitch Axis Control...............................................................1–4
Block Diagram....................................................................................1–4
Pre-Flight Procedures...................................................................................2–1
2.1
Power-Up Test....................................................................................2–3
2.2
Pre-Flight Test....................................................................................2–6
In-Flight Procedures......................................................................................3–1
3.1
Normal Operating Procedures........................................................3–3
3.1.1
Heading (HDG) Mode........................................................3–3
3.1.2
Navigation (NAV) Mode......................................................3–3
3.1.2.1 Pilot Selectable Intercept Angle........................3–6
3.1.3
Navigation GPSS (NAV GPSS) Mode...............................3–7
3.1.3.1 Pilot Selectable Intercept Angle........................3–7
3.1.4
Altitude Hold (ALT HOLD) Mode.......................................3–8
3.1.5
Vertical Speed (VS) Mode.................................................3–8
3.1.6
Control Wheel Steering (CWS) Mode .............................3–9
3.1.7
Elevator Trim.......................................................................3–9
3.1.7.1 Manual Elevator Trim.........................................3–9
3.1.7.2 Automatic Elevator Trim....................................3–10
3.1.7.3 Manual Electric Elevator Trim..........................3–11
3rd Ed. Sep 30, 06
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3.2
Precision Approach Procedures.....................................................3–12
3.2.1
Straight-In ILS Approach....................................................3–12
3.2.1.1 Software Revision 5 and Above......................3–12
3.2.1.2 Software Revision 4 and Below......................3–14
3.2.2
3.3
ILS Approach with Procedure Turn................................3–15
Non-Precision Approach Procedures............................................3–15
3.3.1
Straight-In Back Course Approach..................................3–15
3.3.1.1 Pilot Selectable Intercept Angle.......................3–17
3.4
3.5
4
3.3.2
Back Course Approach with Procedure Turn...............3–18
3.3.3
Straight-In LOC Approach................................................3–21
3.3.4
Straight-In VOR Approach.................................................3–23
3.3.5
LOC Approach with Procedure Turn..............................3–25
3.3.6
VOR Approach with Procedure Turn..............................3–28
3.3.7
NAV GPSS Approach..........................................................3–31
Flight Director Operation..................................................................3–31
3.4.1
FD/AP Mode.........................................................................3–31
3.4.2
FD Mode...............................................................................3–32
Yaw Damper Operation....................................................................3–33
3.5.1
AUTO Mode..........................................................................3–34
3.5.2
ON Mode..............................................................................3–34
3.5.3
Yaw Damper Trim..............................................................3–34
3.6
Autopilot Disconnect ........................................................................3–34
3.7
Automatic Trim Disable....................................................................3–34
Operating Parameters..................................................................................4–1
4.1
Roll Axis Limits..................................................................................4–3
4.2
Pitch Axis Limits.................................................................................4–3
5
Glossary...........................................................................................................5–1
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3rd Ed. Sep 30, 06
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List of Figures
Fig.
Pg.
1–1
System Fifty Five X Block Diagram..............................................................1–5
2–1
AP Display, All Annunciations at Power-Up................................................2–4
2–2
AP Display, Software Revision Number.....................................................2–4
2–3
AP Display, Ready for Operation.................................................................2–4
2–4
AP Display, Programmer/Computer Failure.............................................2–5
2–5
AP Display, Turn Coordinator Failure.........................................................2–5
2–6
AP Display, HDG Mode Engaged (Pre-Flight) ..........................................2–7
2–7
AP Display, HDG and ALT HOLD Modes Engaged (Pre-Flight)..............2–7
2–8
AP Display, CWS Mode Armed or Engaged, 0 FPM (Pre-Flight).............2–9
2–9
AP Display, CWS Mode Engaged, 500 FPM Climbing (Pre-Flight)........2–9
2–10 AP Display, CWS Mode Engaged, 500 FPM Descending (Pre-Flight)...2–9
2–11 AP Display, NAV and VS Modes Engaged, 0 FPM (Pre-Flight)...............2–11
2–12 AP Display, Manual Trim Prompts (Pre-Flight).......................................2–13
2–13 AP Display, Automatic Trim Advisements (Pre-Flight)...........................2–15
2–14 Remote Annunciator Display, HDG, VS, and FD Modes Engaged (Pre-Flight)...2–15
2–15 AP Display, Manual Electric Trim in Progress (Pre-Flight)....................2–18
3–1
AP Display, HDG Mode Engaged................................................................3–3
3–2
AP Display, NAV Mode Engaged..................................................................3–3
3–3
Remote Annunciator Display, NAV Mode Engaged, CAP Condition.......3–5
3–4
Remote Annunciator Display, NAV Mode Engaged, CAP SOFT Condition.......3–5
3–5
Remote Annunciator Display, NAV Mode Engaged, SOFT Condition.....3–5
3–6
AP Display, NAV APR Mode Engaged.........................................................3–6
3–7
Remote Annunciator Display, NAV APR Mode Engaged, CAP SOFT Condition....3–6
3–8
AP Display, HDG Mode Engaged, NAV Mode Armed................................3–6
3–9
AP Display, NAV GPSS Mode Engaged......................................................3–7
3–10 AP Display, HDG Mode Engaged, NAV GPSS Mode Armed.....................3–7
3rd Ed. Sep 30, 06
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3–11 AP Display, HDG and ALT HOLD Modes Engaged...................................3–8
3–12 AP Display, HDG and VS Modes Engaged.................................................3–9
3–13 AP Display, CWS Mode Engaged................................................................3–9
3–14 AP Display, Manual Trim Prompts............................................................3–14
3–15 AP Display, Automatic Trim Advisements.................................................3–11
3–16 AP Display, Manual Electric Trim in Progress..........................................3–12
3–17 AP Display, NAV APR and ALT HOLD Modes Engaged...........................3–13
3–18 AP Display, NAV APR and ALT HOLD Modes Engaged, GS Mode Armed...............3–13
3–19 AP Display, NAV APR and GS Modes Engaged.......................................3–13
3–20 Straight-In ILS Approach...............................................................................3–14
3–21 AP Display, REV APR Mode Engaged, Track LOC Back Course Inbound...........3–16
3–22 AP Display, Straight-In Back Course Approach.......................................3–16
3–23 AP Display, HDG Mode Engaged, REV APR Mode Armed.....................3–17
3–24 AP Display, NAV APR Mode Engaged, Track LOC Back Course Outbound......3–18
3–25 AP Display, REV APR Mode Engaged, Track LOC Back Course Inbound...........3–19
3–26 Back Course Approach with Procedure Turn..........................................3–20
3–27 AP Display, NAV APR Mode Engaged, Track LOC Front Course Inbound..........3–21
3–28 Straight-In LOC Approach............................................................................3–22
3–29 AP Display, NAV APR Mode Engaged, Track VOR Front Course Inbound.........3–23
3–30 Straight-In VOR Approach............................................................................3–24
3–31 AP Display, REV APR Mode Engaged, Track LOC Front Course Outbound.......3–25
3–32 AP Display, NAV APR Mode Engaged, Track LOC Front Course Inbound..........3–26
3–33 LOC Approach with Procedure Turn........................................................3–27
3–34 AP Display, REV Mode Engaged, Track VOR Front Course Outbound............3–28
3–35 AP Display, NAV APR Mode Engaged, Track VOR Front Course Inbound.........3–29
3–36 VOR Approach with Procedure Turn........................................................3–30
3–37 FD Parallax Adjustment................................................................................3–31
vi
3rd Ed. Sep 30, 06
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3–38 AP Master Switch, FD/AP Mode Engaged................................................3–31
3–39 FD Display, FD/AP Mode Engaged...........................................................3–32
3–40 AP Master Switch, FD Mode Engaged......................................................3–32
3–41 Remote Annunciator Display, FD Mode Engaged..................................3–32
3–42 FD Display, FD Mode Engaged.................................................................3–33
3–43 Yaw Damper Master Switch........................................................................3–33
3–44 Yaw Damper Trim Knob..............................................................................3–33
List of Tables
Table
Pg.
2–1
Power-Up Test...............................................................................................2–3
2–2
Pre-Flight Test...............................................................................................2–6
3rd Ed. Sep 30, 06
vii
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viii
3rd Ed. Sep 30, 06
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SECTION 1
OVERVIEW
3rd Ed. Sep 30, 06
1-1
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1-2
3rd Ed. Sep 30, 06
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1.1 Document Organization
Section 1 Overview
Section 2 Pre-Flight Procedures
Section 3 In-Flight Procedures
Section 4 Operating Parameters
Section 5 Glossary
1.2 Purpose
This Pilot's Operating Handbook (POH) provides Pre-Flight and In-Flight
operating procedures for the S-TEC System Fifty Five X Autopilot (AP).
Note:
This POH must be carried in the A/C and made available to the pilot at
all times. It can only be used in conjunction with the Federal Aviation
Administration (FAA) approved Aircraft Flight Manual (AFM) or Aircraft Flight
Manual Supplement (AFMS). Refer to the applicable AFM or AFMS for
A/C specific information, such as unique ground tests, limitations, and
emergency procedures.
Note:
The System Fifty Five X autopilot is a tool provided to aircraft owners, that
serves to assist them with cockpit workload management. The ability of the
autopilot to provide optimum assistance and performance is directly
proportional to the pilot's knowledge of its operating procedures. Therefore,
it is highly recommended that the pilot develop a thorough understanding of
the autopilot, its modes, and operating procedures in Visual Meteorological
Conditions (VMC), prior to using it under Instrument Flight Rules (IFR).
1.3 General Control Theory
The System Fifty Five X is a rate based autopilot. When in control of the roll axis,
the autopilot senses turn rate, as well as closure rate to the selected course,
along with the non-rate quantities of heading error, course error, and course
deviation indication. When in control of the pitch axis, the autopilot senses
vertical speed, acceleration, and closure rate to the selected glideslope, along
with the non-rate quantities of altitude and glideslope deviation indication. These
sensed data provide feedback to the autopilot, which processes them in order to
control the aircraft through the use of mechanisms coupled to the control
system. In most aircraft, the roll servo is coupled to the ailerons. The pitch
servo is coupled to the elevator. Activation of roll axis control must always
precede activation of pitch axis control.
The optional autotrim function senses when the aircraft needs to be trimmed
about the pitch axis, and responds by driving the trim servo in the proper
direction to provide trim. The trim servo is coupled to the elevator trim tabs.
The optional yaw damper senses excessive adverse yaw about the yaw axis,
and responds by driving the yaw servo in the proper direction to provide
damping. The yaw servo is coupled to the rudder.
3rd Ed. Sep 30, 06
1-3
S–TEC
1.4 Modes of Operation
1.4.1 Roll Axis Control
Heading (HDG) Mode
Used to Turn onto a Selected Heading and Hold it
Navigation (NAV) Mode
Used to Intercept and Track a VOR Course
Navigation Approach (NAV APR) Mode
Used to Intercept and Track a LOC and VOR Front Course Inbound
Reverse (REV) Mode
Used to Intercept and Track a VOR Back Course Inbound
Reverse Approach (REV APR) Mode
Used to Intercept and Track a LOC Back Course Inbound
Navigation Global Positioning System Steering (NAV GPSS) Mode
Used to Laterally Steer along a Course defined by GPS
Control Wheel Steering (CWS) Mode
Used to Simultaneously Hold Turn Rate and Vertical Speed
1.4.2 Pitch Axis Control
Altitude Hold (ALT HOLD) Mode
Used to Hold Altitude
Vertical Speed (VS) Mode
Used to Hold Vertical Speed
Glideslope (GS) Mode
Used to Intercept and Track Glideslope
1.5 Block Diagram
The System Fifty Five X Block Diagram is shown in Fig. 1-1.
1-4
3rd Ed. Sep 30, 06
S–TEC
Fig. 1-1. System Fifty Five X Block Diagram
3rd Ed. Sep 30, 06
1-5
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1-6
3rd Ed. Sep 30, 06
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SECTION 2
PRE-FLIGHT PROCEDURES
3rd Ed. Sep 30, 06
2-1
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2-2
3rd Ed. Sep 30, 06
S–TEC
2.1 Power-Up Test
Perform the actions shown in Table 2-1. For each action, verify the corresponding
response where applicable.
Table 2-1. Power-Up Test
ACTION
RESPONSE
1. Set Yaw Damper Master Switch
to OFF position (if installed).
------
2. Set Trim Master Switch to OFF
position (if installed).
------
3. Set Battery Master Switch to ON
position.
------
4. Set Avionics Master Switch to ON
position.
------
5. Set Autopilot Master Switch to one
of the following positions, whichever
is applicable:
All annunciations appear on AP
display as shown in Fig. 2-1 for 10
seconds, and then extinguish.
FD/AP
(Flight Director Installed)
AP
(No Flight Director)
For Programmer/Computers with
serial number greater than 3001,
software revision number briefly
appears on AP display between 10
and 20 seconds following power-up,
as shown in Fig. 2-2.
RDY annunciation alone re-appears
on AP display within 3 minutes, as
shown in Fig. 2-3 (Notes 1, 2).
Notes:
1. Should a Programmer/Computer failure be detected, the FAIL annunciation
alone will re-appear on the AP display as shown in Fig. 2-4, and the autopilot will
not operate.
2. Should a Turn Coordinator failure be detected, the AP display will remain
blank indefinitely as shown in Fig. 2-5, and the autopilot will not operate.
3rd Ed. Sep 30, 06
2-3
S–TEC
Fig. 2-1. AP Display, All Annunciations at Power-Up
Fig. 2-2. AP Display, Software Revision Number
Fig. 2-3. AP Display, Ready for Operation
2-4
3rd Ed. Sep 30, 06
S–TEC
Fig. 2-4. AP Display, Programmer/Computer Failure
Fig. 2-5. AP Display, Turn Coordinator Failure
3rd Ed. Sep 30, 06
2-5
S–TEC
2.2 Pre-Flight Test
Prior to takeoff and with engine running, perform the actions shown in Table 2-2.
For each action, verify the corresponding response where applicable. All actions
pertaining to mode selector switches apply to the autopilot bezel.
Table 2-2. Pre-Flight Test (continued on page 2-8)
ACTION
RESPONSE
1. Move A/C Control Wheel left and
right, to sense its freedom of
movement about roll axis.
------
2. Set Heading Bug under Lubber
Line.
------
3. Press HDG mode selector switch
to engage heading mode.
HDG annunciation alone appears on
AP display, as shown in Fig. 2-6.
4. Attempt movement of A/C Control
Wheel left and right.
A/C
Control
Wheel’s
reduced
freedom of movement indicates that
Roll Servo is engaged.
Roll Servo can be overridden. If not,
disconnect autopilot and do not use.
5. Turn Heading Bug to the left side
of Lubber Line.
A/C Control Wheel turns to the left.
6. Turn Heading Bug to the right side
of Lubber Line.
A/C Control Wheel turns to the right.
7. Set Heading Bug under Lubber
Line.
A/C Control Wheel stops.
8. Move A/C Control Wheel forward
and aft, to sense its freedom of
movement about pitch axis.
------
9. Press ALT mode selector switch to
engage altitude hold mode.
ALT annunciation appears with HDG
on AP display, as shown in Fig. 2-7.
10. Attempt movement of
Control Wheel forward and aft.
A/C
Control
Wheel’s
reduced
Pitch Servo is engaged.
A/C
Pitch Servo can be overridden. If not,
disconnect autopilot and do not use.
2-6
3rd Ed. Sep 30, 06
S–TEC
Fig. 2-6. AP Display, HDG Mode Engaged (Pre-Flight)
Fig. 2-7. AP Display, HDG and ALT HOLD Modes Engaged (Pre-Flight)
3rd Ed. Sep 30, 06
2-7
S–TEC
Table 2-2. Pre-Flight Test (continued from page 2-6)
ACTION
RESPONSE
11. Press/Hold CWS Switch to arm
control wheel steering mode.
CWS, VS, and +0 (or ±1)
annunciations only appear on AP
display, as shown in Fig. 2-8.
right.
A/C Control Wheel’s increased
Roll Servo is disengaged.
and aft.
Pitch Servo is disengaged.
14. Release CWS Switch to engage
control wheel steering mode.
------
Control Wheel left and right.
A/C
A/C
Control
Wheel’s
reduced
A/C
A/C
Control
Wheel’s
reduced
17. Rotate AP Modifier Knob CW
until +5 (500 FPM climbing) is
commanded, as shown in Fig. 2-9.
A/C Control Wheel moves in aft
directon.
18. Rotate AP Modifier Knob CCW
until -5 (500 FPM descending) is
commanded, as shown in Fig. 2-10.
A/C Control Wheel moves in forward
direction.
until +0 (0 FPM) is commanded.
Note: If it is not possible to select a local VOR frequency on Navigation
Receiver, then proceed to step 30. Otherwise, proceed to step 20.
2-8
3rd Ed. Sep 30, 06
S–TEC
Fig. 2-8. AP Display, CWS Mode Armed or Engaged, 0 FPM (Pre-Flight)
Fig. 2-9. AP Display, CWS Mode Engaged, 500 FPM Climbing (Pre-Flight)
Fig. 2-10. AP Display, CWS Mode Engaged, 500 FPM Descending (Pre-Flight)
3rd Ed. Sep 30, 06
2-9
S–TEC
ACTION
RESPONSE
20. Select local VOR frequency on
Navigation Receiver.
------
Note: Proceed to either step 21 (HSI) or step 26 (DG).
21. Turn Course Pointer until CDI
needle is centered.
------
22. Press NAV mode selector switch
to engage navigation mode.
NAV, VS, and +0 annunciations only
appear on AP display, as shown in
Fig. 2-11.
23. Turn Course Pointer left until CDI
needle deflection is 2 dots right of
center.
24. Turn Course Pointer right until
CDI needle deflection is 2 dots left of
center.
25. Turn Course Pointer left until CDI
needle is centered.
Note: Proceed to step 30.
26. Press NAV mode selector switch
to engage navigation mode.
NAV, VS, and +0 annunciations only
appear on AP display, as shown in
Fig. 2-11.
27. Turn OBS until CDI needle
deflection is 2 dots right of center.
28. Turn OBS until CDI needle
deflection is 2 dots left of center.
2-10
3rd Ed. Sep 30, 06
S–TEC
Fig. 2-11. AP Display, NAV and VS Modes Engaged, 0 FPM (Pre-Flight)
3rd Ed. Sep 30, 06
2-11
S–TEC
ACTION
RESPONSE
29. Turn OBS until CDI needle is
centered.
30. Press HDG mode selector switch
to engage heading mode.
HDG, VS, and +0 annunciations only
appear on AP display.
31. Move A/C Control Wheel as far
forward as possible.
∧
After
3
seconds,
TRIM
annunciation appears on AP display,
as shown in Fig. 2-12a.
After
7
seconds,
annunciation flashes.
aft as possible.
∧
∨
After 3 seconds, TRIM
annunciation appears on AP display,
as shown in Fig. 2-12b.
After
7
seconds,
until TRIM ∨ is extinguished.
TRIM
TRIM
∨
Note: If autopilot is equipped with autotrim, then proceed to step 34.
Otherwise, proceed to step 38 only if autopilot is equipped with a Remote
Annunciator, and A/C is equipped with a Flight Director. If this is not the case,
then proceed to step 60.
34. Set Trim Master Switch to ON
position.
2-12
------
3rd Ed. Sep 30, 06
S–TEC
a. HDG and VS Modes Engaged, 0 FPM, TRIM UP Required
b. HDG and VS Modes Engaged, 0 FPM, TRIM DN Required
Fig. 2-12. AP Display, Manual Trim Prompts (Pre-Flight)
3rd Ed. Sep 30, 06
2-13
S–TEC
ACTION
RESPONSE
forward as possible.
∧
After
3
seconds,
TRIM
annunciation appears on AP display
as shown in Fig. 2-13a, and Elevator
Trim Wheel begins to run nose up
with increasing speed.
After
7
seconds,
aft as possible.
∧
∨
After
3
seconds,
TRIM
annunciation appears on AP display
as shown in Fig. 2-13b, and Elevator
Trim Wheel begins to run nose down
with increasing speed.
After
7
seconds,
until TRIM ∨ is extinguished.
TRIM
TRIM
∨
Note: If autopilot is equipped with a Remote Annunciator, and A/C is equipped
with a Flight Director, then proceed to step 38. Otherwise, proceed to step 50.
38. Set Autopilot Master Switch to
FD position.
Audible Alert sounds a periodic tone.
FD annunciation appears on Remote
Annunciator, along with HDG and VS,
as shown in Fig. 2.14.
right.
Roll Servo is disengaged.
and aft.
Pitch Servo is disengaged.
2-14
3rd Ed. Sep 30, 06
S–TEC
a. HDG and VS Modes Engaged, 0 FPM, TRIM UP in Progress
b. HDG and VS Modes Engaged, 0 FPM, TRIM DN in Progress
Fig. 2-13. AP Display, Automatic Trim Advisements (Pre-Flight)
Fig. 2-14. Remote Annunciator Display, HDG, VS, and FD Modes Engaged (Pre-Flight)
3rd Ed. Sep 30, 06
2-15
S–TEC
ACTION
RESPONSE
Otherwise, proceed to step 42.
forward or aft as possible.
After 3 seconds, Elevator Trim Wheel
does not begin to run, indicating that
Trim Servo is disengaged.
42. Turn Heading Bug to 45° left of
Lubber Line, to command a left turn.
FD Steering Command Bars slowly
move to a left bank position.
43. Turn Heading Bug to 45° right of
Lubber Line, to command a right turn.
move to a right bank position.
until +15 (1500 FPM climbing) is
commanded.
move to a pitch up position.
45. Rotate AP Modifier Knob CCW
until -15 (1500 FPM descending) is
commanded.
move to a pitch down position.
46. Set AP Master Switch to FD/AP
position.
FD annunciation is extinguished on
Remote Annunciator.
Control Wheel left and right.
A/C
A/C
Control
Wheel’s
reduced
A/C
A/C
Control
Wheel’s
reduced
2-16
3rd Ed. Sep 30, 06
S–TEC
ACTION
RESPONSE
forward or aft as possible.
After 3 seconds, Elevator Trim Wheel
begins to run, indicating that Trim
Servo is engaged.
50. Press either forward or aft on
both segments of Manual Electric
Trim Switch.
Autopilot disconnects as follows:
RDY annunciation flashes and
Audible Alert sounds a periodic tone,
while all other annunciations are
extinguished.
After 5 seconds, RDY annunciation
stops flashing but remains, and
Audible Alert is squelched.
51. Press/Hold either forward or aft
on only one segment of Manual
Electric Trim Switch, but not both.
Elevator Trim Wheel does not begin
to run.
52. Press/Hold forward on both
segments of Manual Electric Trim
Switch.
Elevator Trim Wheel runs nose down
at full speed, and TRIM annunciation
appears flashing as shown in
Fig. 2-15.
53. Press/Hold AP DISC / TRIM
INTR Switch.
Elevator Trim Wheel stops.
54. Release AP DISC / TRIM INTR
Switch.
Elevator Trim Wheel resumes running
nose down at full speed.
55. Release Manual Electric Trim
Switch.
TRIM annunciation is extinguished.
56. Press/Hold aft on both segments
of Manual Electric Trim Switch.
3rd Ed. Sep 30, 06
Elevator Trim Wheel runs nose up at
full speed, and TRIM annunciation
appears flashing as shown in
Fig. 2-15.
2-17
S–TEC
Fig. 2-15. AP Display, Manual Electric Trim in Progress (Pre-Flight)
2-18
3rd Ed. Sep 30, 06
S–TEC
ACTION
RESPONSE
57. Press/Hold AP DISC / TRIM
INTR Switch.
58. Release AP DISC / TRIM INTR
Switch.
Elevator Trim Wheel resumes running
nose up at full speed.
59. Release Manual Electric Trim
Switch.
TRIM annunciation is extinguished.
Note: If autopilot is equipped with a Yaw Damper, then proceed to step 61.
60. Press AP DISC / TRIM INTR
Switch.
Note:
Press/Hold AP DISC / TRIM INTR
Switch to limit Audible Alert to a
single “beep”.
Autopilot disconnects as follows:
RDY annunciation flashes and
Audible Alert sounds a periodic tone,
while all other annunciations are
extinguished.
After 5 seconds, RDY annunciation
stops flashing but remains, and
Audible Alert is squelched.
Note: If autopilot is equipped with a Yaw Damper, then proceed to step 61.
61. Actuate A/C Rudder Pedals
alternately in succession, to sense
their freedom of movement about yaw
axis.
------
to ON position.
------
63. Turn Yaw Trim Knob until A/C
Rudder Pedals stop.
------
3rd Ed. Sep 30, 06
2-19
S–TEC
ACTION
RESPONSE
64. Attempt actuation of A/C Rudder
Pedals alternately in succession.
A/C Rudder Pedals’ reduced freedom
of movement indicates that Yaw
Servo is engaged.
Yaw Servo can be overridden. If not,
set Yaw Damper Master Switch to
OFF position, and do not use.
65. Turn Yaw Trim Knob fully CCW.
Left A/C Rudder Pedal slowly moves
forward.
66. Turn Yaw Trim Knob fully CW.
Right A/C Rudder
moves forward.
67. Turn Yaw Trim Knob CCW until
A/C Rudder Pedals stop.
------
to OFF position.
------
69. Actuate A/C Rudder
alternately in succession.
70. Trim A/C for takeoff.
2-20
Pedals
Pedal
slowly
A/C Rudder Pedals’ increased
Yaw Servo is disengaged.
-----
3rd Ed. Sep 30, 06
S–TEC
SECTION 3
IN-FLIGHT PROCEDURES
3rd Ed. Sep 30, 06
3-1
S–TEC
3-2
3rd Ed. Sep 30, 06
S–TEC
3.1 Normal Operating Procedures
3.1.1 Heading (HDG) Mode
Set the Heading Bug to the desired heading on the compass card (HSI or DG),
and then press the HDG mode selector switch to engage the heading mode.
The HDG annunciation will appear as shown in Fig. 3-1, to acknowledge that
this mode is engaged. The autopilot will turn the aircraft onto the selected
heading and hold it. A new heading can be subsequently selected by setting the
Heading Bug to it.
Fig. 3-1. AP Display, HDG Mode Engaged
3.1.2 Navigation (NAV) Mode
Select the VOR frequency on the Navigation Receiver.
Heading System HSI
Set Course Pointer to desired course on compass card.
Heading System DG
Set Heading Bug and OBS to desired course on each respective compass card.
Press the NAV mode selector switch to engage the navigation mode. The
NAV annunciation will appear as shown in Fig. 3-2, to acknowledge that this
mode is engaged.
Fig. 3-2. AP Display, NAV Mode Engaged
3rd Ed. Sep 30, 06
3-3
S–TEC
If the Course Deviation Indication (CDI) is at full scale (100%) needle deflection
from center, then the autopilot will establish the aircraft on a 45° intercept
angle relative to the selected course. Even if CDI needle deflection is less than
100%, the autopilot may still establish an intercept angle of 45°, provided that
the aircraft's closure rate to the selected course is sufficiently slow. Otherwise,
the intercept angle will be less than 45°.
As the aircraft approaches the selected course, the autopilot senses the
corresponding rate at which CDI needle deflection approaches center (closure
rate), in order to initiate the aircraft's turn onto the course at the proper point, and
thereby prevent overshoot. The point at which this turn begins is variable, being
further from the course at faster closure rates, and closer to the course at slower
closure rates. Although closure rate is principally a function of groundspeed, the
distance of the aircraft from the VOR station also has an effect. Nevertheless,
the turn will always begin between 100% and 20% CDI needle deflection.
During this stage of the intercept sequence, the autopilot operates at maximum
gain and sensitivity to closure rate. In addition, it limits the aircraft's turn rate to
90% of a standard rate turn, although for some higher performance (turboprop)
aircraft this is 75%.
When the aircraft arrives at 15% CDI needle deflection, the course is captured.
At that instant, a step reduction in autopilot gain occurs, so that the Course
Pointer (HSI) or Heading Bug (DG) has sufficient authority to complete the
intercept. In addition, the sensitivity to closure rate is reduced. The overall
authority of the autopilot during this stage of the intercept sequence is called the
CAP condition, which is acknowledged only on the optional Remote Annunciator,
as shown in Fig. 3-3.
Fifteen seconds after course capture, a second step reduction in autopilot gain
occurs, to limit the aircraft's turn rate to 45% of a standard rate turn, although for
some higher performance (turboprop) aircraft this is 37.5%. In addition, the
sensitivity to closure rate is reduced again. The overall authority of the autopilot
during this stage of the intercept sequence is called the CAP SOFT condition,
which is acknowledged only on the optional Remote Annunciator, as shown in
Fig. 3-4.
Thirty seconds after course capture, the autopilot establishes the required
crosswind correction angle.
Seventy five seconds after course capture, a third step reduction in autopilot
gain occurs, to limit the aircraft's turn rate to 15% of a standard rate turn,
although for some higher performance (turboprop) aircraft this is 12.5%. In
addition, the sensitivity to closure rate is reduced once more. This is
acknowledged by the extinguishment of the CAP annunciation on the optional
Remote Annunciator, as shown in Fig. 3-5. It marks the end of the intercept
sequence, and the beginning of tracking. The overall authority of the autopilot
during tracking is called the SOFT condition.
The pilot should make speed, distance, and time considerations during the 75
second period from course capture to the beginning of tracking, to account for
the aircraft's position. For example at 115 kts, a distance of 2.4 nautical miles
will be traveled in 75 seconds.
If it should happen that the Course Pointer (HSI) or Heading Bug (DG) is already
within 5° of the selected course, and CDI needle deflection is less than 10%,
then the autopilot will immediately establish the SOFT condition upon
engagement of the navigation mode.
3-4
3rd Ed. Sep 30, 06
S–TEC
While tracking in the SOFT condition, the autopilot ignores short term CDI
needle deflections (excursions), to thereby inhibit aircraft scalloping during
VOR station passage. Should CDI needle deflection exceed 50% for a period of
60 seconds, the autopilot will revert to the CAP SOFT condition as a means to
re-establish the aircraft on course.
The NAV annunciation will flash whenever CDI needle deflection exceeds 50%,
or the NAV Flag is in view. In the latter event, the FAIL annunciation will also
appear.
While tracking in the SOFT condition and within 50% CDI needle deflection,
should it be desired to track in the higher authority CAP SOFT condition instead,
press the APR mode selector switch to engage the navigation approach
(NAV APR) mode. This is acknowledged as shown in Fig. 3-6 and Fig. 3-7.
While tracking in either the SOFT or CAP SOFT condition, if a new course is
selected that is different from the original course by 10° or more, then the
autopilot will revert to the CAP condition.
Fig. 3-3. Remote Annunciator Display, NAV Mode Engaged, CAP Condition
Fig. 3-4. Remote Annunciator Display, NAV Mode Engaged, CAP SOFT Condition
Fig. 3-5. Remote Annunciator Display, NAV Mode Engaged, SOFT Condition
3rd Ed. Sep 30, 06
3-5
S–TEC
Fig. 3-6. AP Display, NAV APR Mode Engaged
Fig. 3-7. Remote Annunciator Display, NAV APR Mode Engaged, CAP SOFT Condition
3.1.2.1 Pilot Selectable Intercept Angle
To select an intercept angle other than 45°, set the Heading Bug to the desired
intercept heading on the compass card, such that the difference between this
heading and the desired course is the intercept angle. Then set the Course
Pointer (HSI) or OBS (DG) to the desired course. Press and hold the HDG mode
selector switch, and then press the NAV mode selector switch to engage the
heading mode and arm the navigation mode. The HDG and NAV annunciations
will appear as shown in Fig. 3-8, to acknowledge this.
The autopilot will establish the aircraft on the selected intercept angle
(heading), until it must turn the aircraft onto the selected course to prevent
overshoot. At that point in the intercept sequence, the HDG annunciation will
extinguish to indicate engagement of the navigation mode. At the moment this
occurs, if the heading system is a DG, immediately set the Heading Bug to the
course in order to input a course error to the autopilot. Otherwise, the autopilot
will lack sufficient authority to turn the aircraft onto the course.
Fig. 3-8. AP Display, HDG Mode Engaged, NAV Mode Armed
3-6
3rd Ed. Sep 30, 06
S–TEC
3.1.3 Navigation Global Positioning System Steering (NAV GPSS) Mode
Program a predefined course into the GPS Navigation Receiver, comprised of
course segments connected by waypoints. Press the NAV mode selector switch
twice to engage the navigation global positioning system steering mode,
unless the navigation mode is already engaged. In the latter event, only press
the NAV mode selector switch once. The NAV and GPSS annunciations will
appear as shown in Fig. 3-9, to acknowledge that this mode is engaged. The
autopilot will laterally steer the aircraft along the predefined course, and limit its
turn rate to either 130% of a standard rate turn (Programmer/Computers with
Hardware Mod Code AM and below) or 90% of a standard rate turn (Programmer/
Computers with Hardware Mod Code AN and above). During this mode of
operation, the autopilot will not accept any course error input from the Course
Pointer (HSI) or Heading Bug (DG).
If it should happen that a predefined course has not been programmed into the
GPS Navigation Receiver upon attempted engagement of the navigation global
positioning system steering mode, then the NAV and GPSS annunciations will
flash, and the autopilot will hold the aircraft's wings level.
Fig. 3-9. AP Display, NAV GPSS Mode Engaged
To select an intercept angle, set the Heading Bug to the desired intercept
heading on the compass card, such that the difference between this heading
and the next course segment is the intercept angle. Press and hold the HDG
mode selector switch, and then press the NAV mode selector switch twice to
engage the heading mode and arm the navigation global positioning system
steering mode. The HDG, NAV, and GPSS annunciations will appear as shown
in Fig. 3-10, to acknowledge this.
(heading), until it must turn the aircraft onto the next course segment to prevent
overshoot. At that point in the intercept sequence, the HDG annunciation will
extinguish to indicate engagement of the navigation global positioning system
steering mode.
Fig. 3-10. AP Display, HDG Mode Engaged, NAV GPSS Mode Armed
3rd Ed. Sep 30, 06
2nd Rev. Apr 15, 07
3-7
S–TEC
3.1.4 Altitude Hold (ALT HOLD) Mode
The altitude hold mode can only be engaged if a roll mode (HDG, NAV, NAV APR,
REV, REV APR, NAV GPSS) is already engaged. With a roll mode engaged and
the aircraft at the desired altitude, press the ALT mode selector switch to engage
the altitude hold mode. The ALT annunciation will appear as shown in Fig. 3-11,
to acknowledge that this mode is engaged. The autopilot will hold the aircraft at
its current (captured) absolute pressure altitude. This altitude may be modified
for barometric pressure changes, by rotating the Modifier Knob either clockwise
(CW) for an increase in altitude, or counter-clockwise (CCW) for a decrease in
altitude. Each detent equals 20 feet, and the range is ±360 feet from the original
captured altitude.
Fig. 3-11. AP Display, HDG and ALT HOLD Modes Engaged
3.1.5 Vertical Speed (VS) Mode
Caution:
The vertical speed mode is used to establish and hold a PILOT selected
vertical speed. Since the autopilot receives no airspeed information, it is the
responsibility of the pilot to ensure that the vertical speed selection is within
the operating limits of the aircraft's capabilities. Selection of a vertical
speed beyond the capability of the aircraft can create a condition of reduced
airspeed, and possibly lead to a stall condition.
The vertical speed mode can only be engaged if a roll mode (HDG, NAV, NAV
APR, REV, REV APR, NAV GPSS) is already engaged. With a roll mode engaged
and the aircraft at the desired vertical speed, press the VS mode selector switch
to engage the vertical speed mode. The VS annunciation will appear as shown
in Fig. 3-12, to acknowledge that this mode is engaged, along with the current
vertical speed. The latter appears as a number in units of FPM x 100, prefixed by
either a "+" to indicate a climb, or a "-" to indicate a descent (i.e., for example, +5
indicates 500 FPM climbing, if within the aircraft's capabilities). The autopilot
will hold the aircraft at its current (captured) vertical speed. This vertical speed
may be modified by rotating the Modifier Knob. In a climb, rotating the Modifier
Knob clockwise (CW) increases the climb rate, whereas rotating it counterclockwise (CCW) decreases the climb rate. In a descent, rotating the Modifier
Knob CCW increases the descent rate, whereas rotating it CW decreases the
descent rate. Each detent equals 100 FPM, and the range is ±1600 FPM from
the original captured vertical speed.
During a climb, should the aircraft become unable to hold the captured vertical
speed for a period of fifteen seconds, the VS annunciation will flash as an alert
to the potential for an impending stall condition. In that event, immediately
increase the aircraft's thrust if possible, reduce the commanded vertical speed
using the Modifier Knob, or both, until the VS annunciation stops flashing.
3-8
3rd Ed. Sep 30, 06
S–TEC
Fig. 3-12. AP Display, HDG and VS Modes Engaged
3.1.6 Control Wheel Steering (CWS) Mode
The control wheel steering mode can only be engaged if a roll mode (HDG, NAV,
NAV APR, REV, REV APR, NAV GPSS) and pitch mode (ALT, VS, GS) are already
engaged. With a roll and pitch mode engaged, press and hold the remote CWS
Switch located on the Control Wheel. This disengages both the roll and pitch
servos. Maneuver the aircraft to the desired attitude, and allow it to stabilize
there for 2-3 seconds. Release the switch to engage the control wheel steering
mode. This re-engages both the roll and pitch servos. The CWS annunciation
will appear as shown in Fig. 3-13, to acknowledge that the CWS mode is
engaged, along with the VS annunciation and current (captured) vertical speed.
The latter appears as a number in units of FPM x 100, prefixed by either a "+" to
indicate a climb, or a "-" to indicate a descent (i.e., for example, +5 indicates 500
FPM climbing, if within the aircraft's capabilities). The autopilot will hold the
aircraft at its current (captured) turn rate and vertical speed.
If it should happen that the aircraft's turn rate is initially greater than 90% of a
standard rate turn at the desired attitude, then the autopilot will limit it to 90%
upon engagement of the CWS mode, although for some higher performance
(turboprop) aircraft this is 75%.
Fig. 3-13. AP Display, CWS Mode Engaged
3.1.7 Elevator Trim
3.1.7.1 Manual Elevator Trim
If the autopilot is not equipped with autotrim, or is so equipped but the Trim
Master Switch is in the OFF position, and a pitch mode (ALT, VS, GS) is engaged,
then the autopilot will provide an annunciation whenever it is necessary to
manually trim the aircraft about the pitch axis using the Elevator Trim Wheel.
3rd Ed. Sep 30, 06
3-9
S–TEC
Should the pitch servo loading exceed a preset threshold for a period of three
seconds, the autopilot will annunciate either Trim ∧ or Trim ∨ as a prompt to
trim the aircraft in the indicated direction. This is shown in Fig. 3-14. In addition,
an audible alert will sound a periodic tone. If no action is taken after four more
seconds, then the annunciation will flash and the audible alert will be squelched.
Once the aircraft has been sufficiently trimmed, such that the pitch servo loading
is below the preset threshold, the annunciation will extinguish.
a. TRIM UP Required
b. TRIM DN Required
Fig. 3-14. AP Display, Manual Trim Prompts
3.1.7.2 Automatic Elevator Trim
If the autopilot is equipped with autotrim, the Trim Master Switch is in the ON
position, and a pitch mode (ALT, VS, GS) is engaged, then the autopilot will
provide an annunciation whenever it is automatically trimming the aircraft
about the pitch axis.
Should the pitch servo loading exceed a preset threshold for a period of three
seconds, the autopilot will annunciate either Trim ∧ or Trim ∨ as an
advisement that it is automatically trimming the aircraft in the indicated direction.
This is shown in Fig. 3-15. In addition, the Elevator Trim Wheel will run either
nose up or nose down, respectively, with increasing speed. If the autopilot is
still in the process of automatically trimming the aircraft after four more
seconds, then the annunciation will flash. Once the aircraft has been sufficiently
trimmed, such that the pitch servo loading is below the preset threshold, the
annunciation will extinguish and the Elevator Trim Wheel will stop.
3-10
3rd Ed. Sep 30, 06
S–TEC
a. TRIM UP in Progress
b. TRIM DN in Progress
Fig. 3-15. AP Display, Automatic Trim Advisements
3.1.7.3 Manual Electric Elevator Trim
If the autopilot is equipped with autotrim, then there will also be the remote
Manual Electric Trim Switch located on the Control Wheel. This switch can be
used to trim the aircraft about the pitch axis from the RDY, or when only a roll
mode (HDG, NAV, NAV APR, REV, REV APR, NAV GPSS) is engaged, provided
that the Trim Master Switch is in the ON position.
To trim the aircraft nose up, press aft and hold both segments of the Manual
Electric Trim Switch. The TRIM annunciation will appear flashing as shown in
Fig. 3-16, and the Elevator Trim Wheel will run nose up at full speed. Upon
release of this switch, the TRIM annunciation will extinguish and the Elevator
Trim Wheel will stop.
To trim the aircraft nose down, press forward and hold both segments of the
Manual Electric Trim Switch. The TRIM annunciation will appear flashing as
shown in Fig. 3-16, and the Elevator Trim Wheel will run down at full speed.
Upon release of this switch, the TRIM annunciation will extinguish and the
Elevator Trim Wheel will stop.
Should the Manual Electric Trim Switch ever be actuated when a pitch mode
(ALT, VS, GS) is engaged, the autopilot will disconnect. This will occur even if the
Trim Master Switch is in the OFF position.
3rd Ed. Sep 30, 06
1st Rev. Mar 15, 07
3-11
S–TEC
Fig. 3-16. AP Display, Manual Electric Trim in Progress
3.2 Precision Approach Procedures
3.2.1 Straight-In ILS Approach
3.2.1.1 Software Revision 5 and Above
Execute a straight-in intercept and track of the FRONT INBOUND LOC course
(reference section 3.3.3), while holding the approach altitude. The NAV, APR,
and ALT annunciations will appear as shown in Fig. 3-17.
Once the following conditions have existed simultaneously for a period of one
second, the GS annunciation will appear to acknowledge that the glideslope
mode has automatically armed, as shown in Fig. 3-18:
1. NAV APR mode engaged
2. ALT mode engaged
3. NAV Flag out of view
4. GS
Flag out of view
5. LOC frequency selected
6. A/C within 50% CDI needle deflection of LOC centerline
7. A/C more than 10% Glideslope Deviation Indication (GDI) needle deflection
below GS centerline
The armed glideslope mode can be subsequently disabled by pressing the
APR mode selector switch. The GS annunciation will flash to acknowledge this.
To then re-arm the glideslope mode, press the APR mode selector switch again.
The GS annunciation will immediately extinguish, but re-appear after one
second.
With the glideslope mode armed, once the aircraft arrives at 5% GDI needle
deflection below the GS centerline, the ALT annunciation will extinguish to
indicate engagement of the glideslope mode, as shown in Fig. 3-19.
3-12
3rd Ed. Sep 30, 06
S–TEC
Note:
If the approach positions the aircraft slightly above the GS centerline,
then manual engagement of the glideslope mode can be instantly achieved
by pressing the ALT mode selector switch.
Caution:
Manual engagement of the glideslope mode above the GS centerline will
result in the aircraft moving aggressively toward the GS centerline. Do not
manually engage the glideslope mode if GDI needle deflection is greater than
10% above the GS centerline.
The GS annunciation will flash whenever GDI needle deflection exceeds
50%, or the GS Flag is in view. In the latter event, the FAIL annunciation will
also appear.
At the Decision Height (DH), disconnect the autopilot to execute either a
landing or go-around (GA).
A pictorial of this procedure is shown in Fig. 3-20.
Fig. 3-17. AP Display, NAV APR and ALT HOLD Modes Engaged
Fig. 3-18. AP Display, NAV APR and ALT HOLD Modes Engaged, GS Mode Armed
Fig. 3-19. AP Display, NAV APR and GS Modes Engaged
3rd Ed. Sep 30, 06
3-13
S–TEC
Fig. 3-20. Straight-In ILS Approach
3.2.1.2 Software Revision 4 and Below
Execute a straight-in intercept and track of the FRONT INBOUND LOC course
(reference section 3.3.3), while holding the approach altitude. The NAV, APR,
and ALT annunciations will appear as shown in Fig. 3-17.
Once the following conditions have existed simultaneously for a period of ten
seconds, the GS annunciation will appear to acknowledge that the glideslope
mode has automatically armed, as shown in Fig. 3-18:
1. NAV APR mode engaged
2. ALT mode engaged
3. NAV Flag out of view
4. GS
Flag out of view
5. LOC frequency selected
6. A/C within 50% CDI needle deflection of LOC centerline
7. A/C more than 60% Glideslope Deviation Indication (GDI) needle deflection
below GS centerline
If the last condition cannot be met because the aircraft is too near the GS
centerline, then manual arming of the glideslope mode can be instantly
achieved by pressing the ALT mode selector switch.
The armed glideslope mode can be subsequently disabled by pressing the
APR mode selector switch. The GS annunciation will flash to acknowledge this.
To then re-arm the glideslope mode, press the APR mode selector switch again.
The GS annunciation will immediately extinguish, but re-appear after ten
seconds.
With the glideslope mode armed, once the aircraft arrives at 5% GDI needle
deflection below the GS centerline, the ALT annunciation will extinguish to
indicate engagement of the glideslope mode, as shown in Fig. 3-19.
3-14
3rd Ed. Sep 30, 06
S–TEC
Note:
If the approach positions the aircraft slightly above the GS centerline,
then manual engagement of the glideslope mode can be instantly achieved
by pressing the ALT mode selector switch.
Caution:
Manual engagement of the glideslope mode above the GS centerline will
result in the aircraft moving aggressively toward the GS centerline. Do not
manually engage the glideslope mode if GDI needle deflection is greater than
10% above the GS centerline.
The GS annunciation will flash whenever GDI needle deflection exceeds
50%, or the GS Flag is in view. In the latter event, the FAIL annunciation will
also appear.
At the Decision Height (DH), disconnect the autopilot to execute either a
landing or go-around (GA).
A pictorial of this procedure is shown in Fig. 3-20.
3.2.2 ILS Approach with Procedure Turn
Execute a procedure turn intercept and track of the FRONT INBOUND LOC
course (reference section 3.3.5) above the approach altitude, just until the
aircraft is established on the FRONT INBOUND PROCEDURE TURN heading,
with the heading mode still engaged. Establish the desired vertical descent
speed, and then press the VS mode selector switch to engage the vertical
speed mode. Upon reaching the approach altitude, press the ALT mode
selector switch to engage the altitude hold mode. Press the NAV mode selector
switch to engage the navigation approach mode, such that the autopilot will
execute a straight-in intercept and track of the FRONT INBOUND LOC course
(reference section 3.3.3). Execute a straight-in intercept and track of the
glideslope (reference section 3.2.1).
3.3 Non-Precision Approach Procedures
3.3.1 Straight-In Back Course Approach
Select the LOC frequency on the Navigation Receiver.
Heading System HSI
Set Course Pointer to FRONT INBOUND LOC course on compass card.
Heading System DG
Set Heading Bug to BACK INBOUND LOC course on compass card.
Press the REV mode selector switch to engage the reverse approach mode.
The REV and APR annunciations will appear as shown in Fig. 3-21, to acknowledge
that this mode is engaged. The autopilot will intercept and track the BACK
INBOUND LOC course. If the heading system is a DG, then the autopilot will fly
the aircraft in the direction opposite to that of CDI needle deflection.
3rd Ed. Sep 30, 06
3-15
S–TEC
The REV annunciation will flash whenever CDI needle deflection exceeds 50%,
or the NAV Flag is in view. In the latter event, the FAIL annunciation will also
appear.
A summary pictorial of this procedure is shown in Fig. 3-22.
Fig. 3-21. AP Display, REV APR Mode Engaged, Track LOC Back Course Inbound
Back Course
265°
085°
N
310°
a. Select LOC frequency.
b. Heading System HSI
Set Course Pointer to FRONT INBOUND LOC course.
Heading System DG
Set Heading Bug to BACK INBOUND LOC course.
c. Press REV mode selector switch to engage reverse approach mode.
d. Intercept and track BACK INBOUND LOC course.
Fig. 3-22. Straight-In Back Course Approach
3-16
3rd Ed. Sep 30, 06
S–TEC
To select an intercept angle, set the Heading Bug to the desired intercept
heading on the compass card, such that the difference between this heading
and the BACK INBOUND LOC course is the intercept angle. If the heading
system is an HSI, set the Course Pointer to the FRONT INBOUND LOC
course on the compass card.
Press and hold the HDG mode selector switch, and then press the REV mode
selector switch to engage the heading mode and arm the reverse approach
mode. The HDG, APR, and REV annunciations will appear as shown in Fig.
3-23, to acknowledge this.
(heading), until it must turn the aircraft onto the BACK INBOUND LOC course to
prevent overshoot. At that point in the intercept sequence, the HDG annunciation
will extinguish to indicate engagement of the reverse approach mode. At the
moment this occurs, if the heading system is a DG, immediately set the Heading
Bug to the BACK INBOUND LOC course, in order to input a course error to the
autopilot. Otherwise, the autopilot will lack sufficient authority to turn the aircraft
onto the course.
Fig. 3-23. AP Display, HDG Mode Engaged, REV APR Mode Armed
3rd Ed. Sep 30, 06
3-17
S–TEC
3.3.2 Back Course Approach with Procedure Turn
Heading System HSI
Heading System DG
Set Heading Bug to FRONT INBOUND LOC course on compass card.
Press the NAV mode selector switch to engage the navigation approach mode.
The NAV and APR annunciations will appear as shown in Fig. 3-24, to acknowledge
OUTBOUND LOC course.
Fig. 3-24. AP Display, NAV APR Mode Engaged, Track LOC Back Course Outbound
3-18
3rd Ed. Sep 30, 06
S–TEC
At the appropriate time, set the Heading Bug to the BACK OUTBOUND
PROCEDURE TURN heading, and then press the HDG mode selector switch to
engage the heading mode. Hold this heading until the point at which it is time to
turn the aircraft again. At that point, turn the Heading Bug in two successive 90°
increments, to establish the aircraft on the BACK INBOUND PROCEDURE TURN
heading.
Heading System HSI
Course Pointer remains unchanged on compass card.
Heading System DG
INBOUND LOC course. If the heading system is a DG, then the autopilot will fly
the aircraft in the direction opposite to that of CDI needle deflection.
Fig. 3-25. AP Display, REV APR Mode Engaged, Track LOC Back Course Inbound
3rd Ed. Sep 30, 06
3-19
S–TEC
1.
Back Course
265°
N
085°
2.
310°
130°
1. a. Select LOC frequency.
Heading System DG
Set Heading Bug to FRONT INBOUND LOC course.
c. Press NAV mode selector switch to engage navigation approach mode.
d. Intercept and track BACK OUTBOUND LOC course.
2. a. At appropriate time, set Heading Bug to BACK OUTBOUND PROCEDURE
TURN heading.
b. Press HDG mode selector switch to engage heading mode.
3. a. Turn Heading Bug in two successive 90° increments, to establish aircraft
on BACK INBOUND PROCEDURE TURN heading.
Course Pointer remains unchanged.
Heading System DG
d. Intercept and track BACK INBOUND LOC course.
Fig. 3-26. Back Course Approach with Procedure Turn
3-20
3rd Ed. Sep 30, 06
S–TEC
3.3.3 Straight-In LOC Approach
Heading System HSI
Heading System DG
The NAV and APR annunciations will appear as shown in Fig. 3-27, to
acknowledge that this mode is engaged. The autopilot will intercept and
track the FRONT INBOUND LOC course.
Fig. 3-27. AP Display, NAV APR Mode Engaged, Track LOC Front Course Inbound
3rd Ed. Sep 30, 06
3-21
S–TEC
Heading System DG
c. Press NAV mode selector switch to engage navigation approach mode.
d. Intercept and track FRONT INBOUND LOC course.
2. a. At middle marker, if missed approach is declared, disconnect autopilot.
b. Stabilize aircraft.
c. Set Heading Bug to missed approach heading.
d. Press HDG mode selector switch to engage heading mode.
Fig. 3-28. Straight-In LOC Approach
3-22
3rd Ed. Sep 30, 06
S–TEC
3.3.4 Straight-In VOR Approach
Heading System HSI
Set Course Pointer to FRONT INBOUND VOR course on compass card.
Heading System DG
Set Heading Bug and OBS to FRONT INBOUND VOR course on each respective
compass card.
Press the APR mode selector switch to engage the navigation approach mode.
The NAV and APR annunciations will appear as shown in Fig. 3-29, to acknowledge
that this mode is engaged. The autopilot will intercept and track the FRONT
INBOUND VOR course.
Fig. 3-29. AP Display, NAV APR Mode Engaged, Track VOR Front Course Inbound
3rd Ed. Sep 30, 06
3-23
S–TEC
1. a. Select VOR frequency.
Set Course Pointer to FRONT INBOUND VOR course.
Heading System DG
Set Heading Bug and OBS to FRONT INBOUND VOR course.
c. Press APR mode selector switch to engage navigation approach mode.
d. Intercept and track FRONT INBOUND VOR course.
2. a. At middle marker, if missed approach is declared, disconnect autopilot.
b. Stabilize aircraft.
c. Set Heading Bug to missed approach heading.
d. Press HDG mode selector switch to engage heading mode.
Fig. 3-30. Straight-In VOR Approach
3-24
3rd Ed. Sep 30, 06
S–TEC
3.3.5 LOC Approach with Procedure Turn
Heading System HSI
Heading System DG
that this mode is engaged. The autopilot will intercept and track the FRONT
OUTBOUND LOC course. If the heading system is a DG, then the autopilot will
fly the aircraft in the direction opposite to that of CDI needle deflection.
Fig. 3-31. AP Display, REV APR Mode Engaged, Track LOC Front Course Outbound
3rd Ed. Sep 30, 06
3-25
S–TEC
At the appropriate time, set the Heading Bug to the FRONT OUTBOUND
increments, to establish the aircraft on the FRONT INBOUND PROCEDURE
TURN heading.
Heading System HSI
Heading System DG
acknowledge that this mode is engaged. The autopilot will intercept and
track the FRONT INBOUND LOC course.
Fig. 3-32. AP Display, NAV APR Mode Engaged, Track LOC Front Course Inbound
3-26
3rd Ed. Sep 30, 06
S–TEC
3.
130°
N
310°
4.
Heading System DG
d. Intercept and track FRONT OUTBOUND LOC course.
2. a. At appropriate time, set Heading Bug to FRONT OUTBOUND PROCEDURE
TURN heading.
on FRONT INBOUND PROCEDURE TURN heading.
4. a. Heading System HSI
Heading System DG
b. Press NAV mode selector switch to engage navigation approach mode.
c. Intercept and track FRONT INBOUND LOC course.
d. At middle marker, if missed approach is declared, disconnect autopilot.
e. Stabilize aircraft.
f.
Set Heading Bug to missed approach heading.
g. Press HDG mode selector switch to engage heading mode.
Fig. 3-33. LOC Approach with Procedure Turn
3rd Ed. Sep 30, 06
3-27
S–TEC
3.3.6 VOR Approach with Procedure Turn
Heading System HSI
Set Course Pointer to FRONT INBOUND VOR course on compass card.
Heading System DG
Set Heading Bug and OBS to BACK INBOUND VOR course on each respective
compass card.
Press the REV mode selector switch to engage the reverse mode. The REV
annunciation will appear as shown in Fig. 3-34, to acknowledge that this mode
is engaged. The autopilot will intercept and track the FRONT OUTBOUND VOR
course.
Fig. 3-34. AP Display, REV Mode Engaged, Track VOR Front Course Outbound
3-28
3rd Ed. Sep 30, 06
S–TEC
At the appropriate time, set the Heading Bug to the FRONT OUTBOUND
increments, to establish the aircraft on the FRONT INBOUND PROCEDURE
TURN heading.
Heading System HSI
Heading System DG
Set Heading Bug and OBS to FRONT INBOUND VOR course on each respective
compass card.
Press the APR mode selector switch to engage the navigation approach mode.
acknowledge that this mode is engaged. The autopilot will intercept and track
the FRONT INBOUND VOR course.
Fig. 3-35. AP Display, NAV APR Mode Engaged, Track VOR Front Course Inbound
3rd Ed. Sep 30, 06
3-29
S–TEC
3.
130°
N
310°
4.
1. a. Select VOR frequency.
Set Course Pointer to FRONT INBOUND VOR course.
Heading System DG
Set Heading Bug and OBS to BACK INBOUND VOR course.
c. Press REV mode selector switch to engage reverse mode.
d. Intercept and track FRONT OUTBOUND VOR course.
2. a. At appropriate time, set Heading Bug to FRONT OUTBOUND PROCEDURE
TURN heading.
on FRONT INBOUND PROCEDURE TURN heading.
4. a. Heading System HSI
Heading System DG
Set Heading Bug and OBS to FRONT INBOUND VOR course.
b. Press APR mode selector switch to engage navigation approach mode.
c. Intercept and track FRONT INBOUND VOR course.
d. At middle marker, if missed approach is declared, disconnect autopilot.
e. Stabilize aircraft.
f.
Set Heading Bug to missed approach heading.
g. Press HDG mode selector switch to engage heading mode.
Fig. 3-36. VOR Approach with Procedure Turn
3-30
3rd Ed. Sep 30, 06
S–TEC
3.3.7 NAV GPSS Approach
Program a predefined approach into the GPS Navigation Receiver. Press the
NAV mode selector switch twice to engage the navigation global positioning
system steering mode (reference section 3.1.3). The autopilot will laterally
steer the aircraft along the predefined approach. To control the assigned
altitudes and rates of descent, use the altitude hold mode (reference section
3.1.4) and vertical speed mode (reference section 3.1.5), respectively. To make
any procedure turns, engage the heading mode and use the Heading
Bug (reference section 3.1.1). Upon completion, re-engage the navigation
global positioning system steering mode.
3.4 Flight Director Operation
The optional Flight Director (FD) is a display of the flight profile. It is commanded
by the autopilot. A pair of Steering Command Bars and an Aircraft Reference
Symbol (ARS) are the principal FD components of interest. The position of the
Steering Command Bars can be adjusted by the pilot, using the Parallax
Adjustment shown in Fig. 3-37. The FD operates in either the FD/AP mode or
the FD mode.
Fig. 3-37. FD Parallax Adjustment
3.4.1 FD/AP Mode
Set the Autopilot Master Switch to the FD/AP position, as shown in Fig. 3-38.
Engage a roll mode (HDG, NAV, NAV APR, REV, REV APR, NAV GPSS) and pitch
mode (ALT, VS, GS). The autopilot will steer the aircraft toward the Steering
Command Bars, until the ARS is tucked into them. The FD provides a visual
indication of how accurately the autopilot is tracking its own roll and pitch
commands. A typical view of the FD with the FD/AP mode engaged is shown in
Fig. 3-39.
Fig. 3-38. AP Master Switch, FD/AP Mode Engaged
3rd Ed. Sep 30, 06
3-31
S–TEC
Fig. 3-39. FD Display, FD/AP Mode Engaged
3.4.2 FD Mode
With the Autopilot Master Switch in the FD/AP position, together with a roll mode
(HDG, NAV, NAV APR, REV, REV APR, NAV GPSS) and pitch mode (ALT, VS, GS)
engaged, set the Autopilot Master Switch to the FD position as shown in
Fig. 3-40. An audible alert will sound, the roll servo and pitch servo will
disengage, and the FD annunciation will appear on the Remote Annunciator as
shown in Fig. 3-41, to acknowledge that the FD mode is engaged. The pilot
must steer the aircraft toward the Steering Command Bars, until the ARS is
tucked into them. The FD provides a visual indication of how accurately the pilot
is tracking the autopilot's roll and pitch commands. A typical view of the FD with
the FD mode engaged is shown in Fig. 3-42.
Fig. 3-40. AP Master Switch, FD Mode Engaged
Fig. 3-41. Remote Annunciator Display, FD Mode Engaged
3-32
3rd Ed. Sep 30, 06
S–TEC
Fig. 3-42. FD Display, FD Mode Engaged
3.5 Yaw Damper Operation
The optional Yaw Damper serves to dampen excessive adverse yaw. It operates
in either the AUTO mode or ON mode, depending upon the position of the Yaw
Damper Master Switch shown in Fig. 3-43.
AUTO
OFF
ON
Fig. 3-43. Yaw Damper Master Switch
The Yaw Damper Trim Knob, shown in Fig. 3-44, is used to center the slip/skid
ball when the yaw servo is engaged.
YAW
DAMPER
TRIM
Fig. 3-44. Yaw Damper Trim Knob
3rd Ed. Sep 30, 06
3-33
S–TEC
3.5.1 AUTO Mode
With the Yaw Damper Master Switch in the AUTO position, the yaw servo will
become automatically engaged whenever a roll mode (HDG, NAV, NAV APR,
REV, REV APR, NAV GPSS) is engaged.
3.5.2 ON Mode
With the Yaw Damper Master Switch in the ON position, the yaw servo will be
engaged at all times, entirely independent of autopilot operation.
3.5.3 Yaw Damper Trim
With the yaw servo engaged, rotate the Yaw Damper Trim Knob to center the
slip/skid ball.
3.6 Autopilot Disconnect
The autopilot can be disconnected by any of the following means:
1. Press remote AP DISC / TRIM INTR Switch located on Control Wheel.
2. Press either forward or aft on both segments of remote Manual Electric Trim
Switch located on Control Wheel, whenever a pitch mode (ALT, VS, GS) is
engaged.
3. Set AP Master Switch to OFF position.
4. Pull AP Circuit Breaker.
3.7 Automatic Trim Disable
In the event of a trim runaway, the automatic trim function can be disabled by
executing the following sequence:
1. Press/Hold remote AP DISC / TRIM INTR Switch located on Control Wheel.
2. Set Trim Master Switch to OFF position.
3. Pull Trim Circuit Breaker.
3-34
3rd Ed. Sep 30, 06
S–TEC
SECTION 4
OPERATING PARAMETERS
3rd Ed. Sep 30, 06
4-1
S–TEC
4-2
3rd Ed. Sep 30, 06
S–TEC
4.1 Roll Axis Limits
Turn Rate
Piston A/C:
90% Standard Rate Turn (HDG, NAV, NAV APR, REV, REV APR, CWS Modes)
Turboprop A/C:
75% Standard Rate Turn (HDG, NAV, NAV APR, REV, REV APR, CWS Modes)
All A/C:
130% Standard Rate Turn (NAV GPSS Mode) for Programmer/Computers with
Hardware Mod Code AM and below.
90% Standard Rate Turn (NAV GPSS Mode) for Programmer/Computers with
Hardware Mod Code AN and above.
4.2 Pitch Axis Limits
Altitude
32,000 FT
Vertical Force Due to Acceleration
0.60 g
Vertical Speed
1600 FPM Climbing or Descending
Modes
A pitch mode (ALT, VS, GS) can only be engaged after a roll mode (HDG, NAV,
NAV APR, REV, REV APR, NAV GPSS) has been engaged.
3rd Ed. Sep 30, 06
2nd Rev. Apr 15, 07
4-3
S–TEC
4-4
3rd Ed. Sep 30, 06
S–TEC
SECTION 5
GLOSSARY
3rd Ed. Sep 30, 06
5-1
S–TEC
5-2
3rd Ed. Sep 30, 06
S–TEC
Term
A/C
ADJ
ALT
AP
APR
ARS
CAP
CDI
CW
CWS
CCW
CRS
DG
DH
DISC
FAA
FD
FPM
FT
GA
GDI
GPS
GPSS
GS
HDG
HSI
IFR
ILS
INTR
KTS
LOC
MAP
NAV
NM
OBS
PLX
PN
POH
RDY
REV
VMC
VOR
VS
YD
3rd Ed. Sep 30, 06
Meaning
Aircraft
Adjustment
Altitude
Autopilot
Approach
Aircraft Reference Symbol
Capture
Course Deviation Indication
Clockwise
Control Wheel Steering
Counter–Clockwise
Course
Directional Gyro
Decision Height
Disconnect
Federal Aviation Administration
Flight Director
Feet–per–Minute
Feet
Go Around
Glideslope Deviation Indication
Global Positioning System
Global Positioning System Steering
Glideslope
Heading
Horizontal Situation Indicator
Instrument Flight Rules
Instrument Landing System
Interrupt
Knots
Localizer
Missed Approach Point
Navigation
Nautical Miles
Omnibearing Selector
Parallax
Part Number
Pilot's Operating Handbook
Ready
Reverse
Visual Meteorological Conditions
Very High Frequency Omnidirectional Radio Range
Vertical Speed
Yaw Damper
5-3
S–TEC
5-4
3rd Ed. Sep 30, 06
Information contained in this document is subject to change
without notice. © 2007 S-TEC. All rights reserved. Printed in
the United States of America. S-TEC and the S-TEC logo
are registered trademarks of S-TEC.
Notice:
Contact S-TEC Customer Support at 800-872-7832 for a
Return Material Authorization (RMA) number prior to the
return of any component for any reason.
One S–TEC Way
Municipal Airport
Mineral Wells, TX 76067–9236
Tel: 800–872–7832
Fax: 940–325–3904
www.s-tec.com
S–TEC PN 87109

S-TEC 55X Pilot Operation Handbook

Transcription

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